Nostalgia & History > PCC Cars in Pittsburgh, PA and San Francisco, From A Friend

From a long time friend of mine:

Greetings to Train Orders Subscribers!

Norm shares PCC information from Train Orders, especially San Francisco where we met and I worked for 3.5+decades (Norm lives in Bay Area; I am now in NY state). He also shares my hometown TrolleyCar system: Pittsburgh Railways Company (PRCo). In years past, I shared info and photos of PRCo system for Norm to post on Train Orders. I find opportunity so to do again!

Recent posts about PRCo display great deductive reasoning from photo evidence, but hopefully The Facts shall help to develop a robust picture of the system. I do not have a Big Plan for sharing but hope to provide basic solid facts about PCCs first and maybe about other equipment later, the system, routes, and operations.

Important Observation: This IS Imperfect World. In fact, it seems all are closer to Imperfect than can be hoped to be close to Perfect. This allows 'rules' to have exceptions, etc.

Some General Comments:

1. ALL 666 PRCo PCCs Bought New; None are 2nd+hand purchases. (Same stands for non+PCC equipment with a few exceptions).
2. ALL PRCo PCC cars built by St. Louis Car Company (SLCCo).
3. First PRCo PCC order was 4th order for Production Model PCCs but First Delivered and In Service In The World.
.......... 1. ALL PRCo PCC "orders" were for 100+cars each, except first order which was One Car! (666 PCCs does Not Compute, you say? Please note Underlined Word!)
.......... 2. First Order for PCC #100 (one car) in 1936;
.......... 3. Last Order (1700-1724: 25+Interurbans; 1725-1799: 75+City Cars - 100+cars total) delivered 1949.
4. Pittsburgh a Westinghouse (WH) Town: Westinghouse Electric and Westinghouse Air Brake. (WH & GE supplied electrical gear.) On 100+car order:
.......... 1. First 75+cars WH
.......... 2. Last 25+cars GE
5. Electrical / Mechanical Appointments
.......... 1. 565+cars are Air Electric using air pressure for friction brake, doors, windshield wipers
.......... 2. 101+cars ALL+Electric void of compressor and air tanks.
.......... 3. First 466+cars delivered with wheel tread brake shoes
.......... 4. Last 200 cars sport drum brakes mounted on motor drive shaft, one motor per axle, motor perpendicular to driven axle.
.......... 5. Trucks:
.......... .......... 1. Clark B-2 for City Cars
.......... .......... 2. Clark B-2B for 1725-1799 City Cars (TTC 4500-4549 Only other use of B-2B trucks, almost end of PCC development)
.......... .......... 3. SLCCo B-3 for PCC+Interurban Cars
6. Paint As Delivered: Mountain Ash Scarlet [Red+Orange], (identical to St.Louis Public Service PCCs (SLPS)) and light cream; rub+rail, belt & other fine trim charnak green (almost black).
.......... 1. First 566 PRCo PCC cars were identically painted.
.......... 2. Last 100+PCC cars sported hour+glass dash (others a solid red). This is the Only difference in paint As Delivered.
.......... 3. A Study of PRCo reveals an amazingly consistent operation.
7. A number of PCCs have been saved, none were sold to other operating companies although inquiries to purchase were made.
8. NONE of the PRCo PCCs were air+conditioned (Washington, D.C. "Silver Sight Seer" was only North American PCC with A/C; installation may have been attempted on some others.)
9. Two Companies operated the TrolleyCar system:
.......... 1. Pittsburgh Railways Company (PRCo) 1902-1964, ALL equipment
.......... 2. Port Authority of Allegheny County (PAAC) some time shortened to Port Authority Transit (PAT), some PCCs and lrvs.


PRCo PCC fleet "Order" and delivery status/date:

100 -- -- -- --   1936.05
1000-1099 -- 1937
1100-1199 -- 1937-1938
1200-1299 -- 1940
1400-1499 -- 1942
1500-1599 -- 1944-1945: Received ONLY 1500-1564, 65+cars. 1500-1549+WH; 1550-1564+GE
1600 -- -- -- -- 1946 Post WW2 ALL+Electric Demonstrator
1601-1699 -- 1946, Last Air+Electric PCCs built in U.S.A.!
1700 -- -- -- -- 1948.11 Thanksgiving Delivery! All+Electric
1701-1724 -- 1949 these 25+All+Electric 1700s built specifically for Interurban service
1725-1799 -- 1949 All+Electrics

PRCo100HomewoodPose193605FirstPCC'InService.jpg Attached First Photo of First PCC #100. Note chrome Golden Glow headlight with Chrome "Wings" either side. ALL PCCs ordered and delivered with this headlight, not all received wings. Because of war the WW2 Powers Board distributed materials and assigned equipment for greatest war effort. TrolleyCars received Strong Support because they could 'swallow' great numbers of people and transport them efficiently and comfortably. Materials had to be divided among many operating systems, thus WW2 Powers Board reduced 100+car order of 1500s to 65+cars.

WW2 powers boards prevented use of Chrome altogether; headlight were then painted black, the wings were omitted. This affected 1500-1564 and 1600-1699 cars only, 165+cars. Stanchions and hand rails inside car were painted instead of chrome. Anticlimber on front and rear also painted. After WW2 wings were retrofitted on some but not all equipment. With ridership plummeting in very late 1940s and on into the 1950s - with PRCo thru 2+bankruptcies (1918-1923 approx & 1939-1952) PRCo cash starved. Wings not needed so they were ignored at best, eliminated rather than maintaining.

1000-1099 were identical to car #100. 1100-1199 were the same but had a single sash for front destination sign instead of split in 2. Additionally the external receptacle for filling the sand box was removed.

https://www.nycsubway.org/perl/show?14235 - GE PCC 1276 sits in Ingram Car House. Anticlimber is now full width of car, front and rear (some/many 10s and 11s retrofitted). By 1956 most Golden Glow headlights converted to 'auto style' sealed beam which give better light and more efficient if less stylish. (The '12' immediately behind 1276 may already have a sealed beam as it has the hour+glass red and cream dash). Note the longer 'cowl' ahead of the trolley pole base. This allowed air supply to be force+fed to motors. On 100 and 1000-1199 fans were mounted on the motors themselves which drew air thru vents mounted to car floor above the center of each truck, somewhat visible on 100. Motors are 300+volts each, motors in each truck wired in series for 600+volt overhead. As motors require electricity for power AND as they produce electricity for dynamic braking, they can get a little more than: Warm!!!

PCCs 1417 & 1439: http://www.brooklineconnection.com/history/Trolleys/images/Trolley89.JPG ... http://www.brooklineconnection.com/history/Trolleys/images/Trolley93.JPG are a couple among many 14s painted to encourage the public during WW2 and to solicit purchase of War Bonds (continued in our schools well into the 1950s) and giving of Blood. As the majority of workers and shoppers still passed thru downtown, these cars operated on the 22 Crosstown line which looped downtown and crossed the Allegheny River into the near North Side where it looped and return giving high exposure to these cars.

http://www.brooklineconnection.com/history/Trolleys/images/Trolley24.JPG - painted ads continued after WW2, especially for annual County Fair but also the Symphony and others. Even the 15s sported same:
http://www.brooklineconnection.com/history/Trolleys/images/Trolley92.JPG --- http://www.brooklineconnection.com/history/Trolleys/images/Trolley92a.JPG

https://www.nycsubway.org/perl/show?43681 - GE 1555 sports 'black' painted Golden Glow Headlight, Stanwix Street downtown, West End route. Track beside 1555 used by some North Side routes outbound.

1600-1699 was split into two orders after it was submitted. SLCCo was building mockups of the All-Electric style and Pittsburgh designated "1600" to be the prototype of the All+Electric. It was essentially a Hand Built Car: http://www.brooklineconnection.com/history/Trolleys/images/Trolley67.JPG The dash above the anticlimber is 12+degrees off vertical; windows are 30+degrees virtually eliminating glare from internal lights affecting the Operator. On 1400-1564 the Windows were 24+degrees with a butterfly air vent in the outside upper corners. 1600 herself was delivered after PRCo received 1601-1629. She made the rounds of the whole city and operated most every route to show off the new car. Being a most custom car it was not well liked by operators, even less liked by mechanics because of a multitude of special needs. She was lost in the Great 1955 Homewood Car House fire along with 10+others PCCs.

Pittsburgh operated two Interurban lines to south of Pittsburgh: Charleroi 36+smiles one+way (now Library) and 29+smiles one+way Washington (Now Drake). Both shared a common Trunk from Pittsburgh south over Overbrook Into Castle Shannon and on to Washington Jct, about 8-9+miles. Charleroi remained double track another 8-10+smiles but Washington went into single track immediately. Headways on each were 30+min most of the day; they ran in tandem until 1950-51 after which the two routes were still 30+min but 15+min apart on common track. Interurban equipment was 15+Brills of 1918 and 15+SLCCo of 1928.

Of note is that PRCo was the test ground for development of the SLCCo B-3 truck intended more for open track on prw which was often 'rougher' than track set in concrete. Testing started in 1940-1941 with 1225, 1230, 1248, & 1278 known to have tested development of these trucks, 2+different pairs in service. While operated in a variety of locations around Pittsburgh the trucks were used under 1225 & 1230 on Local Interurban service to Castle Shannon and/or West Library as development progressed.

Development of the B-3 truck may have enticed managers to test PCC cars on the Interurban. Car 1613 was taken from Craft Ave in January+1946 with weight added to its B-2 trucks and a home made pilot installed. The trolley catcher centered above the rear windows was removed with a retriever installed and centered under the windows. About 23+January+1946 PCC Interurban 1613 was only 5+months old when she started Washington service. Within a couple months a set of experimental B-3s were installed. In May of 1946, 1614 was so equipped. Ten sets of Air+Electric B-3 trucks were ordered to outfit 1615-1619 & 1645-1648; these are the only Air+Electric B-3 trucks produced; all others were All+Electric. Air+Horns were added; fare registers changed; first+aid and emergency equipment were added; spare trolley poles were strapped to the roof. Roof lights were added in 1949.

Because of the 'success' of the 1601+series PCC Interurbans, All+Electric 1700-1724 were ordered for Interurban service with ALL the equipment above. The first seat behind the motorman was removed and a baggage rack installed. Horns are electric. Car 1700 was delivered Thanksgiving of 1948, well over a month preceding the rest: 1700Terminal71&73StClairBunkerhillEarlyDecember1950.jpg Attached. The pilot was removed and a life guard was installed. She was then assigned to the 22+Crosstown for High Public Exposure. With delivery of Interurbans beginning mid+Jan+1949, 1700 had pilot reinstalled and she was sent to South Hills for service on Interurban lines. The monitor on the roof houses Only Fans, thermostatically controlled. Windows are sealed, not good for comfort...But they worked for a half+century!

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Info and photo of the 1711, PA Trolley Museum

I sent for a route map ages ago and was amazed by the huge number of PCC routes. I wish I could have ridden some Pittsburgh lines.

Posted from Android

True story:  Decades ago, I chartered a PCC from South Hills.  The operator said he had always worked out of South Hills.  When we were up on the North Side somewhere, we came to a "T" intersection.  The operator didn't know which way to turn, to get to where we wanted to go.  There was an elderly lady standing on the corner, waiting for her streetcar. So the operator got out and went up to her and kindly asked which way we should turn.  She told him, and he thanked her, got out the switch iron, and then off we went.  I've often wondered what she thought of that.
 

norm1153 Wrote:
-------------------------------------------------------
> True story:  Decades ago, I chartered a PCC from
> South Hills.  The operator said he had always
> worked out of South Hills.  When we were up on
> the North Side somewhere, we came to a "T"
> intersection.  The operator didn't know which way
> to turn, to get to where we wanted to go.  There
> was an elderly lady standing on the corner,
> waiting for her streetcar. So the operator got out
> and went up to her and kindly asked which way we
> should turn.  She told him, and he thanked her,
> got out the switch iron, and then off we went. 
> I've often wondered what she thought of that.
>  
When I lived in Rome, I was on a bus several times when an inexperienced bus driver had to get directions from the passengers. Once the driver missed my stop and wouldn't let me off until the next stop, even though I had signaled for the stop. I had to yell at another guy when he passed my stop. However, given the many bus routes in Rome, one could hardly expect that some poor substitute driver would be familiar with all of them. I wouldn't think that there were that many streetcar routes in Pittsburgh, however.

Pittsburgh operated 68 streetcar routes plus their interurban routes (Charleroi, Washington, etc.).
 

Thanks for this, answered all my questions.  

I believe 1547 did not exist.  this was the number of the car that was diverted to Twin Cities Rapit Transit of
Minneapolis-St. Paul and became their 299.  And I mention this only because I'm interested in TCRT and
this is the connection.

Nick Tharalson,
Marion, IA

My friend replies to Nick:

Hi, Nick!

1. .......... Yes! First PRCo 1547 sent to TCRT painted & numbered 1547 for PRCo (photos available), then renumbered to 299 and also repainted.
2. .......... The second 1547 built with PRCo 1601s and is electrically and mechanically like them, but with the body of a 15!
PRCo 1601s are the first cars to use drum brakes instead of wheel tread brakes shoes. While Air+Electric, the 1601s also had 'an extended range' dynamic, but not as good as All+Electrics.

1559, 1560, 1562, 1564 were last 15s delivered to PRCo on 1945.02.19. The 2nd 1547 for PRCo arrived 1945.08.03, half+year later, with drum brakes and extended dynamics (ALL other 15s delivered with wheel tread brake shoes, standard Air+Electric Dynamics):
.......... 1547 (1505) 1945.08.03, 1945.08.08; 1966 SC TU
The 2nd 1547 was delivered a day later than: 1602 ---- 1945.08.02, 1945.08.08; 1967 SC TU

As dynamics are primary PCC brake, the friction brake is often called: "Parking Brake"; this is especially true on All+Electrics. On Air+Electrics dynamic faded about 4-5+mph and friction brakes complete the stop and held the car once stopped. With an All+Electric, dynamic fades 0.75+mph, ALL but stopped... Significant improvement!! The circuit on the All+Electric actuator is Closed to release the drum; thus battery failure would apply the drum and prevent its release, even if 600v overhead is live. With significant brake improvement PRCo retrofitted a number of older PCCs with extended range dynamics and drum brakes on 12s, 14s, & 15s (some older cars may have been changed but records are elusive).

PRCo converted 1500-1504 to extended dynamic and drums. To keep all electro+mechanically cars numbered together, the Original 1547 (built with extended dynamics and drums like 1601s, but the body of a 15) had its number changed to 1505 and the Original 1505, with wheel brake shoes, was renumbered to 1547!!! Unfortunately I do not have specific date for renumbering. But photos of both 1505 & 1547 on PRCo are available (I have other projects; shall search for photos hopefully in a few days).

PRCo PCCs 1674+(WH) AND 1675+(GE), painted for PRCo, were sent directly to Detroit, DSR (again, not with wide gauge trucks). Both of these cars were rebuilt for PRCo.
.......... 1674 ---- 1946.01.28, 1946.02.20; 1967 SC TU
.......... 1675 ---- 1945.10.18, 1945.10.31; 1967 SC RA
As 1675 was freshly built when sent to Detroit, the next PCC for PRCo was numbered 1675 and numbering continued in sequence. This explains the gap of 5+weeks in delivery between 1698 and 1699:
.......... 1698 ---- 1945.12.06, 1945.12.20; 1967 SC HW
.......... 1699 ---- 1946.01.14, 1946.01.31; 1966.08.30 SC TU
This also explains 1674 being delivered end of Jan+1946!!!
(On roster entries, (Number in Parenthesis is 2nd #); first date is Delivery, 2nd is In+Service; 3rd date is scrapping.)

PRCo PCC 1095 was operated in Cleveland as demonstrator, even painted in Cleveland colors. This is 1937-1938; Cleveland did not buy until late 1940s. Louisville operated PRCo 1253 1940-1941 and although wide gauge, it was still 2.5" more narrow than PRCo. Buffalo borrowed 1264 in 1940 for Display only. ALL these cars returned to PRCo while PRCo 1547, 1674, & 1675 are 2nd+builds after original diverted elsewhere.

Harold Cox PCC book, as well as Carlson PCC Fought Back, Kashin+Demoro PCC book, and Lind's History of SLCCo have ALL this information on cars diverted or just tested and displayed with Lind's book having an exhaustive index listing of great detail on PCCs.

Old conventional TrolleyCars needed adjustment to brake rigging more than monthly (if not weekly or more) depending on mileage. PCCs spread that out to many months, significantly making a difference.
 

More, on 1547:

TCRT'PCC'RosterHCoxLA.jpg - Scan from Harold Cox PCC book done on typewriter! A total of 141 PCCs, only 299 Air+Electric but all cars sported Clark B-2 truck...Only 299 with wheel tread brake shoes, all others drum brakes. 299 did not have Dash Lights as listed on this roster (ref to photo 512 is PRCo 1601-Interurban, not at all appropriate) nor did she have Dash Emblem / wings.

Note on "Delivered" shows 1547 diverted from PRCo to TCRT at SLCCo and another 1547 built for PRCo.

PCC 299 sold to Mexico City along with 300-319, 365-414, and 420-439. Often Mx put one digit on front of existing car#! When Mexico bought DSR PCCs they did Not purchase DSR 141 &101, former "Air"+Electric PRCo 1674 & 1675...because they were not fond of 2299, Air+Car, The Only Air+Car Mx had. One of a kind are difficult because parts are not interchangeable making maintenance difficult.

This is only 'known' pic of Mx 2299, maybe another in this location under scrap from different angle.
 

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stash Wrote:
-------------------------------------------------------
> I sent for a route map ages ago and was amazed by
> the huge number of PCC routes. I wish I could have
> ridden some Pittsburgh lines.
>
> Posted from Android

You may want to buy, rent or borrow Transit Gloria Mundi's Pittsburgh DVDs.  Three Pittsburgh videos have been produced so far:

Steel City Traction: The South Side Lines
Steel City Traction 2: The West End Story
Steel City Traction 3: The North Side

I've watched the first and the third and feel they are both excellent videos.

Here's a link to Transit Gloria Mundi's website:

Transit Gloria Mundi Light Rail & Trolley Videos

norm1153 Wrote:
-------------------------------------------------------
> My friend replies to Nick:
>
> Hi, Nick!
>
> 1. .......... Yes! First PRCo 1547 sent to TCRT
> painted & numbered 1547 for PRCo (photos
> available), then renumbered to 299 and also
> repainted.
> 2. .......... The second 1547 built with PRCo
> 1601s and is electrically and mechanically like
> them, but with the body of a 15!
> PRCo 1601s are the first cars to use drum brakes
> instead of wheel tread brakes shoes. While
> Air+Electric, the 1601s also had 'an extended
> range' dynamic, but not as good as All+Electrics.
>
> 1559, 1560, 1562, 1564 were last 15s delivered to
> PRCo on 1945.02.19. The 2nd 1547 for PRCo arrived
> 1945.08.03, half+year later, with drum brakes and
> extended dynamics (ALL other 15s delivered with
> wheel tread brake shoes, standard Air+Electric
> Dynamics):
> .......... 1547 (1505) 1945.08.03, 1945.08.08;
> 1966 SC TU
> The 2nd 1547 was delivered a day later than: 1602
> ---- 1945.08.02, 1945.08.08; 1967 SC TU
>
> As dynamics are primary PCC brake, the friction
> brake is often called: "Parking Brake"; this is
> especially true on All+Electrics. On Air+Electrics
> dynamic faded about 4-5+mph and friction brakes
> complete the stop and held the car once stopped.
> With an All+Electric, dynamic fades 0.75+mph, ALL
> but stopped... Significant improvement!! The
> circuit on the All+Electric actuator is Closed to
> release the drum; thus battery failure would apply
> the drum and prevent its release, even if 600v
> overhead is live. With significant brake
> improvement PRCo retrofitted a number of older
> PCCs with extended range dynamics and drum brakes
> on 12s, 14s, & 15s (some older cars may have been
> changed but records are elusive).
>
> PRCo converted 1500-1504 to extended dynamic and
> drums. To keep all electro+mechanically cars
> numbered together, the Original 1547 (built with
> extended dynamics and drums like 1601s, but the
> body of a 15) had its number changed to 1505 and
> the Original 1505, with wheel brake shoes, was
> renumbered to 1547!!! Unfortunately I do not have
> specific date for renumbering. But photos of both
> 1505 & 1547 on PRCo are available (I have other
> projects; shall search for photos hopefully in a
> few days).
>
> PRCo PCCs 1674+(WH) AND 1675+(GE), painted for
> PRCo, were sent directly to Detroit, DSR (again,
> not with wide gauge trucks). Both of these cars
> were rebuilt for PRCo.
> .......... 1674 ---- 1946.01.28, 1946.02.20; 1967
> SC TU
> .......... 1675 ---- 1945.10.18, 1945.10.31; 1967
> SC RA
> As 1675 was freshly built when sent to Detroit,
> the next PCC for PRCo was numbered 1675 and
> numbering continued in sequence. This explains the
> gap of 5+weeks in delivery between 1698 and 1699:
> .......... 1698 ---- 1945.12.06, 1945.12.20; 1967
> SC HW
> .......... 1699 ---- 1946.01.14, 1946.01.31;
> 1966.08.30 SC TU
> This also explains 1674 being delivered end of
> Jan+1946!!!
> (On roster entries, (Number in Parenthesis is 2nd
> #); first date is Delivery, 2nd is In+Service; 3rd
> date is scrapping.)
>
> PRCo PCC 1095 was operated in Cleveland as
> demonstrator, even painted in Cleveland colors.
> This is 1937-1938; Cleveland did not buy until
> late 1940s. Louisville operated PRCo 1253
> 1940-1941 and although wide gauge, it was still
> 2.5" more narrow than PRCo. Buffalo borrowed 1264
> in 1940 for Display only. ALL these cars returned
> to PRCo while PRCo 1547, 1674, & 1675 are
> 2nd+builds after original diverted elsewhere.
>
> Harold Cox PCC book, as well as Carlson PCC Fought
> Back, Kashin+Demoro PCC book, and Lind's History
> of SLCCo have ALL this information on cars
> diverted or just tested and displayed with Lind's
> book having an exhaustive index listing of great
> detail on PCCs.
>
> Old conventional TrolleyCars needed adjustment to
> brake rigging more than monthly (if not weekly or
> more) depending on mileage. PCCs spread that out
> to many months, significantly making a
> difference.
>  

Thanks for the  clarifications here.  My knowledge of Pittsburgh PCC's is very limited and I appreciate
your adding to it.

Nick Tharalson,
Marion, IA

Worth asking, and this seems like as good a place as any: do any of you know of pictures of the experimental B-2A trucks that were under 1644 briefly?

I've received a reply from my friend.  Here is his reply, direct quote:

View Any B-2B truck, PRCo 1725-1799 / TTC 4500-4549 (only PCCs to use Clark B-2B) and you see B-2A. Note: These cars All+Electric; PCCs 1644 & 1645 Air+Electric. Rare Pics foggy; B-2A appear as Any Clark B-2 w/drum brakes, torque arms. PCC 1644 had short Interurban life: CVI 1947.05.02; CV CITY 1949.05.19; Essentially, B-2A and B-2B look identical. Howsomeever -- Some / Many / Most could not tell difference between 'plain' Clark B-2 truck and B-2B let alone between B-2A and B-2B. Additionally, as trucks often 'rotated' to other equipment, simple even foggy pics do not tell us exactly what IS under the car.

PRCo Orders 1948.05.07 written to equip PCC 1645 As Interurban, B-2B trucks [from 1644] to be applied. (Purchase order Not known for another set of Air+Electric B-2A(B) trucks; those on 1644 presumed source for 1645, especially since 1644 "demoted" from Interurban to City status!.)

Framing of ALL B-2 Trucks might 'simply' be described this way:

1. "H" Upper frame, tubular by design, extending over the Axles
2. Rectangular Lower Frame including axles

Lower frame has dual spring pots mounted over axle, one spring forward, other aft of axle. Thus four, dual spring pots at 4+corners of truck. Torque arms mounted between axles to keep axles "parallel". This arm solidly bolted to axle closest to gear house; other end of arm is flexible for uneven track. Bolted arm is 2nd and 4th axle on door side of PCC, 1st and 3rd axle on 'blind' side.

Upper "H" frame are two tubes, one each side of truck, from which Bolster is hung through swing links. "H" frame set over axle spring pots and secured in place. Motor mounts welded to tubes on both sides. As 1601s Only in consideration, friction brakes are drums mounted at motor on drive shaft; Track brakes suspended from torque arms with extension springs (soon changed to Compression Springs).

The B-2A(B) differs from the plain B-2 in at least 2+Very distinct ways:

1. The Bolster swing links are replaced with rubber springs (Shades of the B-3 within the B-2B!)
2. Coil springs at 4 corners of the trucks are replaced with Rubber Springs Which Are:
   
   1. Soft Vertically.
   2. Hard horizontal movement which keeps axles parallel thus eliminating 'this need' for torque arm.

B-2A presents dual action as Both Spring / Torque arm (Hard horizontal movement) rendering usual torque arm obsolete except for need to mount Track Brakes! Production B-2B trucks retained normal springs at 4+corners and retained original torque arm because of Need to attach track brakes! Rubber sprung bolster is retained on the Production B-2B trucks.

Operators introduced to many features of new PCCs for Interurban service - significant is how to secure car if disabled and how to prepare for being pushed / towed, etc. Noted is Each and Every Operator of 1644 (1645 after converted) Without Exception reported back at exceptional ride on B-2A / B-2B trucks, a shadow of things to come in 1949 where 75 All-Electrics arrive with B-2Bs.

Asides:

No record 'known' to reveal how long B-2A(B) remained under 1645; she had standard B-3 during most of 1950s until her end. One of a kind units rarely last long. (PCC Interurban 1645 scrapped 1967 as result of collision with 1261 on 38A, nachod failure.)

ALL PRCo 1601s arrived from St.Louis With B-2 trucks With Drum Brakes; None had wheel tread brake shoes as ALL air cars before did (100; 1000-1299; 1400-1564). Many 12s and 14s had wheel tread brake shoes removed and replaced with drum brakes but only 6+cars of the 15+series were modified, 1500-1505 (with 1505 renumbered from 1547 - the original 1547 was all painted for PRCo but sent to TCRT; the replacement 1547 was built 'with the 1601s and delivered with drums but otherwise appeared like 1500s. As 1500-1504 were converted drums, PRCo traded numbers on original 1505 and replacement 1547 to keep drum equipped cars within a set of the 15s.)

Interurban routes / Operators wholly separate from City Lines until 1955, both at South Hills Car House; in spite of truncating lines within Allegheny County in 1953, Interurban PCCs strictly set aside for Interurban use until early 1970s. Occasional exceptions exist, but that was the rule. PCCs came to Pgh. 1936 with steady new deliveries every couple years. Year+1946 saw dedicated use of PCCs on Washington Interurban first. (Rush Hours saw 12--d & 1400s PCCs used locally on Overbrook through Castle Shannon to West Library, even to Riverview on occasion. Some 1200 series PCCs participated in B-3 Truck testing.)

On delivery of 1601s, Track brakes mounted on Cast/forged Torque arm with Extension Springs but these cars quickly received a change to 'stamped metal' torque arm with compression springs for track brakes. ALL previous Air Electric Cars had Extension Springs on track brakes, forged torque arm.

The 1601s "Already Modified" and In Service as Interurbans on Washington line received their roof lights about 1949 (with which 1700-1724+series were equipped on arrival, same year). The one exception is 1644: it seems she never received the roof light.

(ALL PRCo B-2B trucks had stamped torque arm and track brakes suspended with compression springs.)

Often I wrote about the superb ride qualities of B-2B on Pgh. list to find myself talking to a Cement Wall -- NO ONE else ever wrote anything that reflected knowledge let alone experience with riding a B-2B equipped car, Not Even THE Experts. As Bolster springs aged car often leaned distinctly into turnouts, especially narrow ones, forcing trolley wheel onto wrong wire and dewirement. Very late 1950s, early 1960s I noted soft ride disappeared on many, eventually, ALL 75 17s. No one on list knew what I was talking about. It was 2011 when esteemed visitor Mr.Cefer found in PTM archives that shock absorbers on Interurban B-3 trucks were to be removed and installed on 1726-1799. Of course, some shocks bought new as only 37-38 PCCs equipped with B-3s.